zipernowsky



(No Model.) 3 Sheets-Sheet 1.

G. ZIPERNOW'SKY. SWITCH FOR RAILWAYS WITH VERTICAL TRACKS.

No. 421,848. PatentedFebfl8, 1890.

I I k Inventor:

N. PETERS. Phnii-Uihqgnphzr, W'ashlnglon. D C.

(No M0del.) 3Sheets-Sheet 2.

' G. ZIPERNOWSKY.

SWITCH FOR. RAILWAYS WITH VERTICAL TRACKS.

No. 421,848. Patented Peb,l8, 1890 WITNESSES:

w Mammy,

11 A rromvns PETERS. Fholb-L'vihugraplwr, Washington. D. I;

(No Model.) Y 3 Sheets-Sheet 3.

G. ZIPB'RNOWSKY. SWITCH FOR RAILWAYS WITH VERTICAL TRACKS.

N0. 421,848. Patented Feb. 18,1890.

Fig.7.

WITNESSES: l/Vl/E/VTOR N. PETERS. FhQIc-liihognphur. Wuhinglnn. DJC.

UNITED STATES CHARLES ZIPERNOWSKY, OF BUDA-PESTH, AUSTRIA-HUNGARY.

SWITCH FOR RAILWAYS WITH VERTICAL TRACKS.

SPECIFICATION forming part of Letters Patent No. 421,848, dated February18, 1890. Application filed November 2, 1889. Serial No. 329,012. (Nomodel.)

To all whom it may concern:

Be it known that I, CHARLES ZIPERNOWSKY, a subject of the Emperor ofAustria and King of Hungary, and a resident of Buda-Pesth,Austria-Hungary, have invented a Switch for Railways with VerticalTracks, of which the following is a specification.

My invention consists of an improved.

switch mechanism for railways with vertical tracks of the characterillustrated and described in my application for Letters Patent of theUnited States filed June 27, 1889, Serial No. 315,846. Thecharacteristic features of such a railway for street or other uses arethat it has a slotted conduit with a track rail or rails closeto theslot and a guiding rail or rails, the track and guiding rails beingarranged one above another, while the vehicle, which has wheels to runon the track rail or rails, has also an arm or arms extending into theslot and carrying a roll or rolls to run on the guiding rail or railswithin the conduit.

The characteristic feature of my present invention is that two switchesare used together, composed of an upper switch-tongue for the track railor rails and a lower switchtongue for the guiding rail or rails at thejunction of two conduits or lines.

In'the accompanying drawings, Figure 1 is a plan view of a switchmechanism embodying my improvements. Fig. 2 is a vertical longitudinalsection. Fig. 3 is a transverse section taken at about the yoke VI. Fig.4 is a transverse section taken at about the yoke V. Fig. 5 is atransverse section taken at about the yoke IV. Fig. 6 is a transversesection taken at about the yoke II, and showing a part of a car on thetrack. Figs. 7, 8, and 9 are diagrams of different arrangements ofswitches.

Referring to Figs. 1 to 6, S S are two trackrails at the street-leveland close to the slot of the conduit N below, these two rails beingadapted to carry the vehicle by the wheels L running thereon, asillustrated in Fig. 6. 111 the conduit, below the street-level, areguiding-rails E E, against which bear the rolls F, carried by the arm orarms A, extending from the car, in order to support'the latter in awith" a railway of the character described consists in the combinationof an upper switch tongue or point for the upper track-railsand 5 5 alower switch-tongue for the guiding-rails within the conduits.

O is the upper pointed tongue, and U is the lower tongue, which in thisinstance is shown as a horizontal flat bar. Both tongues turnoo round apin Z, attached to the yoke or trestle V, and are counterbalanced by aweight W. They are connected with each other, say, at M in such a waythat while they move together there is a certain extent of play or lostmotion between the two tongues, since the lower one has to move througha greater distance than the upper one. The upper tongue 0 bears with itspoint against the side of one or other of the track-rails, according tothe position to which it is turned; but the lower tongue U, being formedas a fiat bar, passes alongside of (in this case'underneath) theguiding-rails E E, for in most cases the proportion between the radiusof the curves of the switch and the distance between the guiding-railsin the conduit is such as to render the ordinary pointed tongue more orless impracticable. The guiding-wheels F on the pendent arms of the carare of a sufflcient 8o depth or width to bear against the lower tongue Uas well as the guiding-rails, as illustrated in Fig. 6.

' As illustrated in Fig. 2, the Hat switchtongue U carries anti-frictionrollers B, running upon the transverse portions of the yokes I. II, III,IV, while the upper switchtongue 0 rests upon supporting-bolts R R. Bymeans of suitable rods T T, connected to the tongue U and through leversH and H, 0 Figs. 5 and 6, to these supporting-bolts R and R, the latterare shifted alternately from right or left underneath the tongue 0,according to the movement of the switch.

The movement of the switch may be obtained either by hand orautomatically; but

in the drawings I have illustrated the switch as moved by automaticmeans. Normally the switch-tongues are maintained in the positionsillustrated in Figs. 1 to 6 by means of suitable weights or springs, theweight Q, shown in Figs. 1 and 6, and connected to the tongue U, servingthat purpose. When a car is coming from one track to the other in thedirection of the arrow 1, Fig. 1, the guiding roll or rolls F or otherattachment on the car will strike a lever D, which, by means of a rod G,moves over a bell-crank lever K, Figs. 1 and 2, to throw theswitch-tongue U over to the position indicated by the dotted lines inFig. 1, and the upper tongue 0 over accordingly. The car having passedthe switch, the weight Q or a spring returns the tongues to their firstpositions, so that any car coming on the main track in the direction ofthe arrows 2 or 3 can pass straight alon In the drawings I haverepresented only one form of mechanism for imparting movement to thedifferent parts; but there are many other different constructions whichmay be adopted for the same purpose without departing from the essentialfeatures of my i11- vention.

Figs. 7, 8, and 9 show different arrangements of switches or turn-outsfor which my invention may be employed.

Fig. 7 represents aturn-out which, provided with my automatic switchmechanism, would allow the cars to pass only in the direction of thearrows.

Fig. 8 shows in diagram two simple arrangements of switches.

Fig. 9 represents a switch or turn-out similar to that in Fig. 7, exceptthat in this instance two curves 0 and O are provided just in front ofthe switch. This may in some cases make the employment of the lowertongue unnecessary, for the car-body being pressed outward by thecentrifugal force will cause the guiding-rolls to press against theguiding-rail at the inner side of the curve in the direction of thearrow 2, Fig. 9, so that no support will be required at the oppositeside.

I claim as my invention- 1. The combination, in a street or otherrailway, of slotted conduits, track-rails close to the slots, andguiding rails beneath within the conduits, with a switch mechanism atthe junction, comprising an upper switch-tongue for the track-rails anda connected lower tongue for the guiding-rails, all substantially asdescribed.

2. The combination, in a street or other railway, of slotted conduits,pairs of track-rails close to the slots, and pairs of guiding-railsbeneath within the conduits, with a switch mechanism at the junction,comprising an upper switch-tongue adapted to be moved up to eithertrack-rail of a pair and a connected lower tongue adapt-ed to be movedup to either guiding-rail of a pair, all substantially as described.

3. The combination of the track-rails of a street orother railway andguiding-rails beneath the same with switch mechanism comprising an upperswitch-tongue for the trackrails and a lower tongue for the guiding,

rails, the said tongues being connected to move together with a lostmotion, substantially as set forth.

4. The combination of the track-rails of a street or other railway andguiding-rails beneath the same with a fiat switch-bar adapted to bemoved alongside of either of two guiderails, substantially as set forth.

The combination of the track-rails of a street or other railway andguiding-rails beneath the same with an upper switch-tongue for thetrack-rails, moving supporting-bolts for the upper tongue, and devices,substantially as described, whereby the movement of the tongue throwsthe bolts over accordingly, substantially as described.

6. The combination of the track-rails of a street or other railway andguiding-rails beneath the same, an upper switch-tongue for thetrack-rails and a connected lower tongue for the guiding-rails, with alever D, adapted to be acted on by a part of the car and connected toone of the switcl1-tongues, and a weight or spring to return theswitch-tongues to their normal positions,substantially as described.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

CHARLES ZIPERNOWSKY.

Witnesses:

A. GELIXI, D. KIRS.

